Cushioned rack assembly



May 10, 1966 H. A. AQUINO ETAL 3,250,232

CUSHIONED RACK ASSEMBLY Filed Dec. ll, 1963 7 Sheets-Sheet l :NVENTORS EHERMA/v AAQU//vo BARRYE. DUPHE N RALPH W FREAD Roy w. Mluff?.

i-LLJE.

May 10, 1966 H. A. AQUINO ETAL 3,250,232

CUSHIONED RACK ASSEMBLY Filed Dec. 11, 196s 7 sheets-sheet 2 INVENTORS.

HERMA/VA. AOU/IVO BRRYE. DUPRE RALPH W FRED ROY WM/LLER,$R.

WMff/ Z May 10, 1966 H. A. AQUINO ETAL 3,250,232

CUSHIONED RACK ASSEMBLY Filed Deo. l1, 1963 7 Sheets-Sheet 5 /mlNvENToRs.

HERMA /v A. A ouf/v0 V BARR YE. DURRE um RALPH w FREAD a Royw. M/LLERSR.

H. A. AQUINO ETAL CUSHIONED RACK ASSEMBLY May 10, 1966 7 Sheets-Sheet 4Filed Dec. l1, 1965 55 INVENTORS.

May 10, 1966 H. A. AQUINO ETAL CUSHIONED RACK ASSEMBLY 7 Sheets-Sheet 5Filed Dec. ll, 1965 w D u WOMM MAPR EAUF v o IAYH MRP ERM HMH BYRUYWM/LLER, SR

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May 10, 1966 H. A. AQUINO ETAL 3,250,232

CUSHIONED RACK ASSEMBLY '7 Sheets-Sheet 6 Filed Dec. ll, 1963 0 5 S R NM m w# m APMM f w AWFM *H f Mwm Mv/H RRPW EN@ HERR May 10, 1966 H. A.AQUINO ETAL 3,250,232

CUSHIONED RACK ASSEMBLY Filed Deo. ll, 1963 '7 Sheets-Sheet 7 I NVENTGRS. HE RMA N A @Ul/V0 BA PRY E. DUPRE R LPH WFRED ROY W MILLER,Si?.

United States Patent O 3,250,232 CUSHIONED RACK ASSEMBLY Herman A.Aquino, Lisle, and Barry E. Dupr, Lansing,

Ill., and Ralph W. Fread, Hammond, and Roy W. Miller, Sr., Highland,Ind., assignors to Pullman Incorporated, Chicago, Ill., a corporation ofDelaware Filed Dec. 11, 1963, Ser. No. 329,636 9 Claims. (Cl. 16S- 368)This invention relates generally to railway vehicles, and morespecifically, to railway cars which may be used in piggyback ladingoperations. The instant invention employs a unique framework whichenables various forms f piggyback lading to be carried in a cushionedmanner. Suitable means is provided to support the various shapes andforms of piggyback type lading, with each type of support being disposedand arranged so as to not interfere with loading and unloading of otherforms, or impair the cushioned movement during transit.

Piggyback type hauling has received widespread acceptance in thetransportation industry, however, car manufacturers are ever striving toimprove the techniques of piggyback hauling so as to permit the fullestuse of the railway car constructed for such operation. In thisconnection, development within the art has provided the industry withrailway cars adapted to haul vehicles, and other cars adapted to haulcontainers which are removed by gantry cranes, fork lift trucks or thelike. Cars constructed according to these principals are of limitedapplication and therefore cannot be used to the fullest extent. AIt hasbeen the objective of the industry to develop acar capable oftransporting goods in a cushioned manner which would accommodate any andall forms of piggyback lading without requiring special forms of ladingsupporting apparatus for each application which often- 1ment of theobjectives noted and employs a cushioned framework shiftingly carried bya railway car. The framework is particularly adapted for hauling a widerange -of piggyback types of lading including containers, wheeledvehicles, trailers and the like. Special mounting means is attached tothe car to support diverse forms of piggyback lading, with each of thesesupports being uniquely arranged and mounted so as to not interfere withthe loading, unloading or cushioned movement of other forms of ladingwhich may be transported simultaneously by the same car. The supportsare connected to the longitudinally cushioned frame thereby reducing thetotal amount of impact felt by the lading during transportation andswitching operations, and thus making the car suitable to haul morefragile types of lading.

In the present invention, suitable means is provided to support acontainer centrally of both ends as well as at all four corners. Thecorner supports minimize any possibilities of lading shift or wobblewhile evenly distributing the loading forces transversely of the car forgood cushioning movement. The corner supports are pivotably mounted sothey may quickly and conveniently be stored in a manner so as to notinterfere with the loading, hauling or unloading of other types oflading, particularly those belonging in the vehicle class.

Under the foregoing circumstances the cushion rack assembly of theinstant invention answers a long felt need of the railway industry, andaccordingly it is a principal object o'f this invention to provide a newand improved railway car for piggyback types of lading, employing acushion means to absorb and dampen impact felt by the railway car.

It is a further object of this invention to provide a railway car havinga cushion rack assembly mounted thereon which is provided with varioustypes of supports to accomice modate a wide range of diverse types ofpiggyback lading.

It is a further object of this invention to provide a railway caradapted to be used in piggyback lading operations which is exceedinglyflexible in the types of lading that may be carried.

It is a further object of this invention to provide a novel rackassembly floatingly mounted on a railway car, with the rack assemblyprovided with supportmeans to accommodate various forms of piggybackla'ding, and further with each of the support means constructed andarranged in a manner so as not to interfere with loading, unloading ortransporting of other forms of lading.

It is a further object of this invention to provide a unique cushionedrack assembly for a railway car including a plurality of ramps aixedthereto with each of the ramps being provided with a folding post-likesupport assembly which forms a part of the ramp surface when pivoted tothe inoperative position.

It is a further object of this invention to provide a novel shear beamassembly for use in conjunction with the post-like supports in thetransporting of containers, with the shear beam assembly beingpositioned and fastened in a manner so as to take a longitudinal andvertical loading of the container.

Other objects of the invention'will become apparent when reference ismade to the accompanying description and drawings, wherein:

PIG. 1 is a broken perspective view of a railway vehicle having acushioned rack assembly of the instant invention thereon;

FIG. 2A is a fragmentary plan view of one half of the carof FIG. 1;

FIG. 2B is a fragmentary plan view of the other half of the car of FIG.1;

FIG. 3 is an enlarged fragmentary perspective view of the centralportion of the rack and associated ramps with the container posts in theup position;

FIG. 4 is a plan view of the construction shown in FIG. 3 with thesupporting framework beneath the ramps and platform illustrated indotted lines;

FIG. 5 is a side elevational view partly in section of the rack andassociated ramps of FIG. 3;

FIG. 6 is a fragmentary end view taken along the lines 6-6 of FIG. 5;

FIG. 7 is an enlarged fragmentary perspective View of the centralportion of the rack assembly employing a modified form of support andshear beam;

FIG. 8 is the construction shown in FIG. 7 with the support and shearbeam in the folded down position;

FIG. 9 is a cross .sectional view taken along the lines 9 9 of FIG. 7;

FIG. 10 is an enlarged cross sectional view taken along the lines lllofFIG. 6 with a fragmentary por-tion of the container shown in phantom toillustrate the co-operation of the locking pin therewith;

FIG. 11 is a View similar to FIG. 10 with the lock-ing pin backed olfand the container removed; and

FIG. 12 is a schematic view illustration of the use of the cushion rackassembly of the present invention in accommodating diverse forms oflading on the same car.

In FIG. 1 the railway car 10 employs an underframe structure such asthat disclosed in the copending application of Gutridge et al., SerialNo. 89,827, filed on Feburary i6, 1961. The underframe supports agenerally flat open deck car body structure indicated at 11 having lowside portions 12 and 13 at the side marginal edges thereof. It iscontemplated that the usual bridge plates will be provided at diagonalends of the car to facilitate driving vehicles from one car to the next,however, in the present drawings are omitted to more clearly illustratethe detailed construction of the instant invention.

A cushion rack assembly indicated generally at 14 is received inoverlying longitudinal relationship to the deck 13, and includes a pairof longitudinal rail members and 16 which are uniformly positioned onopposite sides of the car center line but spaced from the side marginaledges 12 and 13. The rail members 15 and 16 may be of I or U shape crosssectional construction, and in the preferred embodiment comprises a pairof channel shaped rail forming members with the web portion disposed soas to be outwardly facing. The outer portion of the web of the railmembers 15 and 16 and the side marginal edges or side sills '12 and 13together with the deck portion or floor 11 define a pair of spaced wheeltrack areas 17 and 18, which -are of ample width to accommodate the dualwheels of trucks, trailers and like vehicels in a manner to be describedmore completely hereinafter.

A two-way cushion assembly 19 is interposed between the rack and thedeck 11 in a manner to allow longitudinal shifting of the rail members15 and 16 and the structure associated therewith in both directions in amanner which will be more completely described hereinafter.

The cushion rack assembly 14 further includes container end supportassemblies shown generally at 20, 21, 22 and 23 for co-operating withcontainer ends in a manner to become apparent. Adjacent the edges of therail members 15 and 16, a pair of end ramp assemblies indicatedgenerally at 24 and 25 are provided, and a center ramp assembly,indicated generally at 26, is provided midway between the end rampassemblies 24 and 25 with the particular detail of the construction tobe described hereinafter. n

` The broken Views of FIGS. 2A and 2B graphically illustrate the overallrelationship of the center and end ramp assemblies 24, 25 and 26respectively with respect to the rail members 15 and 16. A pair of fthwheel stands 2.7 and 28 are disposed between the rail members 15 and 16being attached thereto so as to move longitudinally therewith while insupporting relation with a trailer. As illustrated, the fifth wheelstands 27 and 2S are in the down or inoperative position with suitablemeans of any known type being provided to allow the fifth wheel stand tobe raised to the appropriate level to support the fifth Wheel assemblyof a trailer. The generous spacingbetween the lrail members 15 and 16allows the use of a fifth wheel stand having a trailer vfifth wheelsupporting portion of substantial area so as to reduce the total forceper unit area under loaded conditions. In this respect, one specificform which may be used is that which is completely described in thecopending application alluded lto above.

=In order to join the rail members 15 and 16 so that they, will beuniformly spaced and slide in unison, a

' series of transverse braces 29, 30 and 31 are pro'vided,

being joined at the tops of the rails to maintain the web portionsvertically disposed and the lower flange portions positioned over anantifriction means interposed between the lower flange and the deck 11.Any suitable form of antifriction means will suice, with that shown anddescribed in the copending application mentioned hereinbefore beingparticularly suitable.

The cushioning means 19 illustrated in the plan view of FIG. 2B isdisposed between a pair of inner rail members `32 and 33 positionedinwardly of the outer rail members 15 and 1-6 and affixed thereto. Eachof the rail members-32 and 3-3 is rattached to the associated railmember 15 or 16 by bolts, rivets, Welding or the like, and the inwardside of each is provided with movable cushion abutment blocks 34, 35, 36and 3-7 attached to the inner rail members 32 and 3-3. A fixed centralcushion abutment block 38 is positioned between the movable abutmentblocks and 37 with the former being attached to the car deck and/orunderframe. At the opposite end of the cushioning means 19, a similarfixed cushion abutment block 39 is provided in abutting engagement withthe opposite end of the cushioning means 19. On longitudinal shifting ofthe cushion rack assembly, the abutment blocks carried by the railmembers 32 and 33 will serve to compress the cushion with the end of thecushion opposite the direction of movement beingresisted by the centralabutment member which is aiiixed to the car deck and/or frame. It can bethus seen that the cushion means will operate in both direction-s tocushion the longitudinal travel of the cushion rack assembly. lIt is tobe understood that any suitable form of cushioning means lmay be used,with the one shown and described in the copending application mentionedhereinbefore being preferred.

IIn order to effect a complete understanding of the refinements of thepresent inventionyeach of the parts of the cushion rack assemblydescribed broadly in conjunction with FIGS. l and 2 will now bedescribed in detail. The enlarged view of FIG. 3 illustrates the centralramp assembly 26 and the associated surrounding structure with portionsof the Wheel tracks 1,7 and 18 and the fiat deck 11 shown fragmentarily.The container end support assemblies 21 and 22 briefly alluded to in thedescription of FIG. 1 are more clearly shown in FIG. 3 with eachincluding a pair of channel members 40 and 41 having the web portionthereof vertically coextensive with the web portion of the associatedrail members 15 and 16. The lower flange portion of the channel members40`- and 41, is affixed to the top flange of the rail members 15 and 16by any suitable means such as bolts, rivets, welding or the equivalent.The channel suports 40l and 41 serve to support the central end portionof a container preferably engaging the end sill or underframe portionthereof. The end portions of the channel supports l40` and 41 arereceived in mutual abutment with the associated transverse brace4 member30 to lend strength thereto in a transverse and longitudinal direction.The container end support assemblies at the ends of the car areconstructed like the container end support assembly 21, .and in theinterest of brevity will not be described in detail.

A shear beam assembly indicated generally at 42 is associated with thecontainer end support assembly 21l and includes Afirst and second legmembers 43 and 44 which are pivotably mounted on the inside portion ofrail members 15 and 16. The upper end portions of the leg members 43 and44 are joined by a transverse shear beam member 45 to complete themovable portion of the shear beam assembly 42. It is to be understoodthat the leg portions 43 and 44 will be in abutting engagement with thecross flange portion 46 of the beam member 36 when the shear beam is inthe raised position to limit the pivoting movement thereof to thevertical position shown. `When the shear beam -assembly 42 is not inuse, it may be lowered between the rail members 15 and 16 in the mannerillustrated in FIG. l being disposed below the level thereof so as tonot interfere with loading, positioning or unloading of forms o f ladingnot requiring the shear beams. In general, the shear beam assemblyserves to prevent any longitudinal movement of lcontainers with respectto the cushion rack assembly while transferring inertia forces to vthecushion rack assembly in a manner to be described.

As is .evident in the plan View lof FIGS. 2A and 2B, additional shearbeam assemblies `are provided at each of the center end supports, beingindicated generally at 47 adjacent the center end support assembly 23,and also at 48 adjacent the center yen d support 20. In addition, ashear beam assembly 49 is provided `on the opposite side of thetransverse beam 30 -being disposed between center end supports 50 and 51which form the center end support assembly indicated generally at 21 inF'iG. l.

The center ramp assembly shown generally at 26 includes a pair of sideramps 52 and 53 disposed outwardly of the rail members k15 and 16respectively, with the outer marginal edges of each of the Vrampassemblies being within the side marginal edges 12 and 13 of the railwaycar so as to allow relative movement therebe` tween. Each of the ramps52 and 53 are or" like construction and accordingly description willrbelimited to the side ramp 53, it being understood that ramp 52 is of likeconstruction.

The side ramp 53 includes a pair of inclines 54 and 55 which have thelower end portions slightly spaced from the wheel track 18 to allowrelative movement therebetween. The incline portions 54 and 55 extendupwardly to merge with a central horizontally disposed platform 56. Thelforizontal platform 56 and incline portions 54 and 55 are attached tothe rail member 16 so as to move in unison therewith during longitudinalshifting of the rack assembly with respect to the car. The cushion rackassembly may be maintained in position over the antifriction pads 58 bymeans of a guiding clamp 59 or any other suitable means hooked over thelower tange of the rail members and 16. Obviously, two such clamps couldbe used on the inner and outer portions of the lower auge if it isdesirable to use a pair of rail members of I or H construction.

The raised horizontally disposed platform 56 of the ramp assembly 53 isprovided with a pair of openings 6l) and 61 which are of generallyrectangular configuration and provided with suitable internal supportingside wall portions. A pair of post-like supports 62 and 63 are hinged inthe bottom of each of the rectangular openings 60 and 61 to permitpivoting movement of the postlike supports 62 and 63 from the flushposition shown in FIG. l, to the upstanding position illustrated in FIG.3. Since each of the post-like support members 62 and 63 are ofidentical construction, description will be limited to the post-likesupport member 62 in the interest of brevity.

The post-like support member 62 has an outwardly facing plate 64, whichin the folded position forms a part of the surface of the raisedplatform 56. An additional plate 65 is spaced from plate 64 and alongwith a pair of plates forms a box-like member having a containersupporting platform 66 at the' top thereof. Suitable means, such as alocking assembly 67, serves to lock the container to the supportingplatform 66 to prevent vertical movement during impacting of the car.The particular detailed construction of the locking assembly will bedescribed hereinafter in conjunction with FIGS. l0 and l1.

A brace member 68 is hingedly connected to the postlike support memberas at 69, with the opposite end being disposed in a track member 70having a pocket 71 at the outer end disposed below the level of thetrack portion 70. As the support post 62 is moved to the raisedposition, the brace member 68 slides in the track 70, and as the postreaches the vertical position, the end of the brace member 68 drops intothe pocket 71 to maintain the post in the upright position. Each of thepostlike support members is provided with a similar brace constructionto maintain the post in the upright position during loading andunloading of containers with each being easily folded dat to prepare thecar for vehicles.

It is contemplated that lateral thrust in the outward direction will beresisted by hinges on the post being so disposed that the lower portionthereof will be in abutment with the platform 56 which also serves tolimit the angular swing of the post-like support member to the verticalposition shown. In order to lower the post member, the supporting brace68 may be raised out of the pocket 71, and the post 62 may be loweredinto the rectangular opening 60 placing the outwardly facing surface 64coextensive with the raised platform 56 to form a continuous tire trackover the ramp. The ramp assembly 52 is provided with post members shownat 72 and 73 of like construction with each having a containersupporting platform 74 and 75 respectively.

CFI

The method and manner in which the container is supported by the postand container end supports during transit so as to allow shifting of thecontainer with the rack assembly under impact conditions will be fullydescribed hereinafter. As previously noted, the side ramp assemblies 52and 53 are joined to the rail members 15 and 16 to provide a movablesupport at the outer corners of the container. Suitable antifrictionmeans is positioned beneath the ramp assemblies 52 and 53 to snpport theload carried by the post-like support members during shifting, as wellas serving to evenly distribute the load of the container uniformlyacross the car.

The details of the center ramp assembly construction will be moreclearly seen in the views of FIGS. 4-6. A plurality of antifrictionmeans in the form of outer rollers 80, 81 and 82 are provided along theouter marginal edges of each of the side ramp assemblies 52 and 53, forrolling support of the outboard portion of the ramps over the4 uppersurface of the deck 11. Disposed on the inboard side of the rampassemblies 52 and 53 are a pair of inner rollers 83 and 84 which aresupported by the associated rack members 15 and 16 respectively toassume the vertical load forces transferred from the side rampassemblies to the rail members, preventing bending or bowing of the samewhich would impair the cushioning movement of the rack assembly. Theroller construction provides a supporting function independent of therail members 15 and 16 for excellent distribution of the vertical loadforces applied to the top of the post-like support members when they arefolded out of the side ramp assemblies.

- In order to transmit the load forces to the rollers and providesufficient strength to accommodate loaded vehicles, suitable bracingmust be provided within the ramp assembly. A series of longitudinalwedge shaped brace members 85, 86 and 8'7 are provided under each of theincline portions 54 and 55, extending from the lower portion of theincline to the junction between the incline portions 54 and 5S and theplatform 56. Transverse bracing is provided between each of the wedgeshaped brace members in the manner shown at 88. The central platformconstruction is braced by a series of transversely disposed I beammembers 89, 90, 91 and 92 which are fastened to the appropriate guiderail members 15 and 16 for each of the side ramp assemblies 52 and 53,so that any movement of either will cause the side ramp assemblies 52and 53 to move freely with the rail members 15 and 16 while supportingvertical load forces independently thereof and vice versa. Longitudinalbracing 93 and 94 is provided between the transverse braces 89-92 withthe outboard brace 94 terminating at the pocket-like openings and 61. Atthe bottom of each of the openings 60 and 61, a bar 96 and 97respectively, extends between the bottom portions of the transversebrace members 89 and 90, and 91 and 92 respectively, to limit theangular swing of the post-like lsupport members when they are foldeddownwardly to accommodate vehicles driven across the ramp assemblies.

It is to be appreciated that Athe side ramp assemblies formed in theabove manner are of suiciently rugged construction to endure the dynamicforces encountered as the cushion rack assembly moves in response toimpacts applied to the car, as well as the loads applied astractortrailerassemblies are driven thereover.

The manner in which the shear beam assemblies are attached to thecushion rack is more clearly seen in FIGS. 4-6, wherein a transversebeam member 100 extends between the rail members 15 and 16, with the webportion thereof being disposed generally parallel to the deck portion11. On opposite sides of 4the transverse beam 100, hinge assemblies 101and 102 join the shear beam to the lower portion of the rack 15 and 16.As seen in FIG. 5 when the shear beam assembly is moved to the uprightposition, 'being pivoted about hinges 101 and 102, the support members43 and 44 are in abutting reported thereby.

lation to the flanges ofthe transverse beam 30 which is positioned abovethe hinge carrying beam i). The manner in which the hinges 101 and 102are disposed permit the shear beam assembly to be folded between therails so as to be disposed below the top surface thereof. This isparticularly important in those situations wherein vehicles are to becarried and axle clearance must be provided so as to not impede thefreedom of movement along the deck of the car.

The end ramp constructions 24 and 25 are similar to the form describedin connection with the center ramp assembly 26, however the end rampassemblies 24 and 25 have a horizontally disposed platform portion whichis only about one-half the longitudinal length of the platform 56 of thecenter ramp assembly. It is -obvious that only one post-like supportmember need be provided on each side of the end ramp assemblies 24 and25, since only one corner of a container would need to be sup- In asimilar manner only one set of center end supports are provided,together with a single shear beam assembly in each of the end rampassemblies for like reasons. The shear beam assemblies 43 and 47co-operate with the transverse brace members 29 and 31 to resistlongitudinal forces in the same manner shear beams 42 and 49 co-operatewith central transverse brace 30.

FIGS. 749 illustrate a modied form of shear and support beamconstruction which will be described in connection with the center rampassembly shown, it being understood that the side ramp portions shownfragmentarily are of the form shown and described in connection withFIGS. 3-6. The rail members are indicated at and 16 and have a box-likebeam 110 extending there-between. A pair of center end supports 111 and112 are provided on top of the rail members 15 and 16 with the endportions in mutual abutment with'the boxlike -beam 110. In a likemanner, center end supports 113 and 114 are provided on the oppositeside of the box beam 11() for supporting lading on the other half of thecar.

The center end supports terminate adjacent the incline portion of theramp assembly as was the case in connection with the embodiment of FIGS.3-9, however it is to be understood that continuous supports may beprovided, being hinged to the inside of the rail members and extendingthe entire length of the rail members 15 and 16 between the ends ofco-operating center end supports. It is contemplated that the hingestructure would permit the continuous supports to be folded inwardly,into the space between the rail members 15' and 16 t-o provide theproper axle clearance for vehicles driven or pulled across the bed ofthe car. In hauling containers however, the rail members are folded tothe upright position so as to provide an upwardly facing continuoussurface coextensive with the top portion of the center end supports 111and '112, and corresponding supports in the embodiment of FIGS. 3-9.

When the railway `car 10 is used to haul containers, suita'ble meansfrnust be provided to prevent longitudinal shifting thereof with respectto the cushion rack assembly under impact conditions. The modified shearland support beam vconstruction indicated at 1115, serves this function'having a flat surface 116 which overlies the box beam 110 with the uppersurface being lcoextensive with the center end supports 111 and i112 andthe supporting pad on the associated post-like supports in the sideramps. An upwardly projecting ilange portion or force loading surface117 provides an abutment for the en-d sill of the container andcoeoperates with a like shear and support beam construction carried 4bythe end ramp assembly to limit the longitudinal shifting of thecontainer as it rests in vertically loading relation on the center endsupports and the post-like support members. This relationship willbecome more apparent hereinafter when the description of FIG. 12 isgiven.

The shear and support beam assembly y11S is hinged at 11S and l1119 sothat it may be folded downwardly between the rail members 15 and 16 inthe manner illustra-ted in FIG. 8. In this position, the side rampsprovide sufficient axle `clearance to enable loaded vehicles to bedriven across the deck 11' of the car.

FIGS. 10 and 11 are enlarged'fragmentary sectional views of thecontainer locking means carried by the postlike support members, withthe pin in the locked position in FIG. 10 and moved to the unlockedposition in FIG. l1. A container 4looking pin .120, having afybeveledend portion 121, is shown in FIG.- 10 projecting into a suitable lockingrecess 122 in the fragmentary portion of the container shown in phantomat 123. The container 123 may `be of any suitable box-like design and isshown only for the purpose to show the co-operati-ve engagement of thelocking pin -means therewith.

In the locked position a transverse key pin 124 is located between keyplates 125 in a vertical w-all portion `12rd of the guide surface 162,and with the operating handle 67 in the vertical or downward position.The key plates 12-5 are provided with upper and lower key receivinggrooves 127 and 128 which allow passage of the key 124 therethrough whenthe handle is properly oriented, or in the present case disposed in ahorizontal positi-on. In the position shown, the locking pin cannot bewithdrawn rearwardly of the key plates by reason of abutment o-f the keypin 124 with the key plates 125. Thus, the container or `lading isifixedly attached to the top of the postlike support member `and extendstherefrom into vertical load supported engagement with the to'p surfaceof the appropriate end support members. The locking arrangement designis such that operational shock will not result in Ithe inadvertentunlocking of the container 46, the operating handle being of suiiicientweight to hold the locking pin 124 in the position illustrated in FIG.10. Vertical loads from impacting are resisted by the locking pin andthe supporting structure therefor.

As seen in FIG. 1l, the key pin124 is disposed between a vertical wallportion 129 of the locking pin housing 130 'and the key plates .125.This is brought about by lifting the operating handle 67 through a 90arc so that it is substantially horizontally disposed whereby thetransverse key pin 124 is placed in alignment with the oppositelypositioned slots 127 and 128 in the key plates 12S. The operating handle67 is then drawn rearwardly away from the associated po-st-like supportmember, resulting in the withdrawal of the locking pin 1-24 through thelooking plates 125 to an extent that the transverse key pin 124 iseventually located in the position shown between the vertical wallportion 129 and the key plates '125. The transverse key pin 124 preventscomplete withdrawal of the llocking pin since it abuts the vertical wallportion 129. At this point, the operator is informed of the position ofthe locking pin by the abutment of the key pin 1=2f4 with the wallportion, and the operating handle may then be released and permitted tomove under the iniiuerrce of gravity to the downwardly position shown,resulting in the location of the transverse key pin 124 in a horizontalposition at right angles to the aligned key slots 127 and 128. Underthese circumstances, -the beveled end portion 121 of the locking pin 120is withdrawn through the vertical wall portion 126 so as to Iclear therecess 122 to allow removal or placing of containers thereon.

Referring now to `FIG. 12, the car 10 is schematically shown under fullyladed conditions having lading units including a container 130 andhigh-way trailer 1-31, on opposite ends thereof. The lading units may beloaded in any order, depending on the lading conditions of'adjacent carswhen the trailer 131 is to be driven to the position shown.

Assuming the trailer is loaded first, being dra-wn into the positionshown from the left to right hand portion of the car 10, the supportposts, shear beams and fifth wheel stands are moved to the down positionas illusassunse trated in FIG. l. The trailer is pulled across the deckby means of a tractor (not shown) into the position shown, at which timethe `fifth wheel stand is raised, engaging the draw pin on the trailerand locking the same thereto. Throughout movement across the car, theramp assemblies have provided sutlicient lift for the wheels of thetractor and trailer assembly to allow the axle portions thereof to clearthe center end supports. The side portions 12 and 13 serve to guide thewheels throughout movement thereof preclud-ing any possibility of themmoving out of the wheel track areas provided.

With the trailer properly positioned, the post-'like support members 132and 133 and the counterparts on the opposite side of the car (not shown)are raised to the position shown and the locking pin backed off to clearthe associated support pad on each in the -manner heretofore described.The shear beams 43 and 4-9 are raised to the position shown in FIGS. 3and 12. A gantry crane, or the like places the container on the car inthe manner shown and the locking pins moved to the locked position. Ifany clearance exists between the end sill of the container and thevertically disposed force loading surface on the shear beams, suitableshims or wedges may be inserted, and the car is now laded for travel.The simplicity of loading cannot be overstressed, since all the requiredapparatus to attach the lading is carried integral with the cushion rackassembly, preventing -any loss therev of as was the case with some priorart prototypes which required Iremovable support means.

During transit, cars are impacted frequently in buff and draft with theobvious undesirable damage to lading if no cushion means is provided. Inthe present invention, such shocks will 'be dissipated through thecushion movement of the cushioned rack assembly which allows the ladingto shift relative to the car in a manner well known to cushionedarrangements.

The post-like supports, under impacts, move with the rack assemblyproviding excellent vertical support at the marginal corners in theregion of the end walls of the container with such forces beingsupported by the antifriction means in the side ramp assemblies, whilethe center end supports share the total vertical load of the container.All longitudinal movement of the container relative to the cushion rackassembly is resisted largely by the shear beams which transfer inertiaforces directly to the rack and cushions means, while the inertia forcesof the trailer are transmitted to the cushioned rack through the fthwheel stand, causing the trailer to roll slightly about its rear wheelsunder impact conditions. After the forces of shock have been dissipated,the springs restore the cushion and the rack to a neutral position.Unloading of the lading is accomplished by a reversal of the order ofthe loading sequence, with the time required reduced to a minimum due tothe novel construction of the lading supports on the cushion rackassembly.

In view of the foregoing it can be concluded that the cushion rackassembly described permits expedient loading and unloading of a varietyof piggyback types of lading. Due to the unique construction of the carit is not limited to one particular form of piggyback lading andtherefore is extremely versatile and liexible in the wide applicationsin which it may be used. The simplicity of the cushion rack assemblypermits standardized materials to be used, lending economy to itsfabrication while providing a sutliciently rugged assembly to endureyears of service. v

Obviously, certain modifications and variations in the invention ashereinbefore set forth may be made without departing from the spirit andscope thereof, and therefore only such limitations should be imposed asare indicated in the appended claims.

We claim:

1. A railway car adapted for use in piggyback lading operation andhaving a flat deck portion extending between transversely spaced sidesills, a cushion rack assembly mounted on said flat deck portioncentrally therei of and extending longitudinally thereof, Icushioningmeans interposed between the rack assembly and deck portion forproviding cushioned travel of said rack with respect to said deck, saidrack including transversely spa-ced and longitudinally extendingrail-like members, said rail-like members being spaced inwardly of saidrespective side sills to define transversely spaced wheel track areasover which the wheels of wheeled vehicles are adapted to travel, meansconiining said rack to said deck for limited longitudinal movementtherebetween, lading support means connected to said rack at lengthwisespaced points, said lading support means including a plurality of sideramps disposed outwardly of said rails into said wheel track areas andbeing connected to said rails, said side ramps having transitionalsurfaces disposed at a level above the top of said deck, and post-likesupports pivotally mounted on said ramps for pivotal movement into avertical load supporting relationship to said deck when in the operativeposition and foldable downwardly into said ramps to an inoperativehorizontal position to provide a substantially coextensive surface withthe remainder of said ramp,

2. The railroad car of claim 1 wherein a shear beam extends transverselybetween said rails for transverse abutment with a container, said shearbeam being hingedly mounted on said rack so as to fold downwardlybetween and below the level of said rails.

3. A railway car adapted for use in piggyback lading operation, said carhaving longitudinally extending side sills and a generally flat deckfixed therebetween, a pair of longitudinally extending and transverselyspaced rails disposed on opposite sides of the longitudinal center lineof the car inwardly of said side sills, said rails overlying said deckand defining with said side sills transversely spaced wheel track areas,cushioning means interposed between said rails and said car forcushioned travel of said rails, a plurality of ramp means fixed to anddisposed outwardly of said rails and into said transversely spaced wheeltrack areas, said ramp means including transitional spaced Wheel supportsurfaces for raising the level of the wheel track areas above said liatdeck, said ramp means each being provided with one lading support posthaving a load bearing surface, said post being pivotally connected tosaid ramp for movement between an operative opstanding positionprojecting above said rails and a folded position nested within saidramp, said post further having a planar surface disposed on one sidethereof to provide a wheel support surface substantially coextensivewith the wheel support surface of said ramp when said post is in thefolded position.

4. The railway car of claim 3 including shear beam means hingedlyconnected to said rails and having a transversely disposed force loadingsurface thereon, said force loading surface being swingable to avertical position into a plane substantially co-planar with the loadbearing surface of Said lading support post.

5. The railway car of claim 3 wherein said shear beam means includes anupwardly facing lading supporting surface lying in a horizontal planesubstantially co-planar with the plane of the load bearing surfaces ofthe lading support posts.

6. A railway car having a substantially liat deck portion extendingbetween transversely spaced side sills and adapted for use in apiggyback lading operation, a cushion rack assembly slidably mounted onsaid open deck portion and extending longitudinally thereof, cushionmeans interposed between said rack and said deck, said rack including apair of transversely spaced and longitudinally extending rail-likemembers disposed on opposite sides of the center line of said carinwardly of said side sills and defining therewith transversely spacedwheel track areas, a series of transverse braces extending between andholding said rail-like members in spaced relationship, a first pair oframps connected to each of said rail-like members at one end thereof,and a second pair of ramps connected to each of said rail-like membersat the opposite ends thereof, a third pair of ramps connected to saidrail-like members intermediate said first and second pair of ramps,lading support means connected to each of said ramps, said first, secondand third pairs of ramps each having transitional surfaces extendinginto said wheel track areas for raising said areas above said decklevel, said lading support means each including a support post hinged atits base in the associated ramp for movement between a generallyupstanding position and a folded position nested within said associatedramp, said support post having in its operative upstanding position aload bearing surface for supporting a container thereon and in itsinoperative folded position having a generally flat portion parallel tothe hinged portion so as to form a portion of said ramp when saidsupport post is folded thereinto, and anti-friction means interposedbetween said deck and each of said ramps to permit longitudinal shiftingof said ramp with said rail-like members.

7. The railway car of claim 6 wherein a pair of shear beams are carriedby said rail-like members adjacent said third ramp, and third and fourthshear beams are carried at each end of said rail-like members adjacentsaid first and second ramps, each of said shear beams having avertically extending force loading surface adapted to engage an endportion of a container.

8. The railway car of claim 7 'wherein each of said shear beams ispivotably connected to said rail-like members to permit said shear beamsto be folded downwardly therebetween.

9. The railway car of `claim 7 wherein a secondl pair of rails iscarried on the top of said rst pair of rails, said second pair of railsbeing of substantially the same elevation as a support pad carried byeach of said sup# port posts.

References Cited by the Examiner UNITED STATES PATENTS ARTHUR L. LAPOINT, Primary Examiner.

MILTON BUCHLER, Examiner. D. E. HOFFMAN, Assistant Examiner.

1. A RAILWAY CAR ADAPTED FOR USE IN PIGGYBACK LADING OPERATION ANDHAVING A FLAT DECK PORTION EXTENDING BETWEEN TRANSVERSELY SPACED SIDESILLS, A CUSHION RACK ASSEMBLY MOUNTED ON SAID FLAT DECK PORTIONCENTRALLY THEREOF AND EXTENDING LONGITUDINALLY THEREOF, CUSHIONING MEANSINTERPOSED BETWEEN THE RACK ASSEMBLY AND DECK PORTION FOR PROVIDINGCUSHIONED TRAVEL OF SAID RACK WITH RESPECT TO SAID DECK, SAID RACKINCLUDING TRANSVERSELY SPACED AND LONGITUDINALLY EXTENDING RAIL-LIKEMEMBERS, SAID RAIL-LIKE MEMBERS BEING SPACED INWARDLY OF SAID RESPECTIVESIDE SILLS TO DEFINE TRANSVERSELY SPACED WHEEL TRACK AREAS OVER WHICHTHE WHEELS OF WHEELED VEHICLES ARE ADAPTED TO TRAVEL, MEANS CONFININGSAID RACK TO SAID DECK FOR LIMITED LONGITUDINAL MOVEMENT THEREBETWEEN,LADING SUPPORT MEANS CONNECTED TO SAID RACK AT LENGTHWISE SPACED POINTS,SAID LADING SUPPORT MEANS INCLUDING A PLURALITY OF SIDE RAMPS DISPOSEDOUTWARDLY OF SAID RAILS INTO SAID WHEEL TRACK AREAS AND BEING CONNECTEDTO SAID RIALS, SAID SIDE RAMPS HAVING TRANSITIONAL SURFACES DISPOSED ATA LEVEL ABOVE THE TOP OF SAID DECK, AND POST-LIKE SUPPORTS PIVOTALLYMOUNTED ON SAID RAMPS FOR PIVOTAL MOVEMENT INTO A VERTICAL LOADSUPPORTING RELATIONSHIP TO SAID DECK WHEN IN THE OPERATIVE POSITION ANDFOLDABLE DOWNWARDLY INTO SAID RAMPS TO AN INOPERATIVE HORIZONTALPOSITION TO PROVIDE A SUBSTANTIALLY COEXTENSIVE SURFACE WITH THEREMAINDER OF SAID RAMP.